Derailer.



No. 709,101. Patented SepL IB, I902.

a. L. MANSFIELD.

DEBAILER. (Application filed May 26, 1902.) (No Model.)

2 Sheefs--Sheet I.

Patented Sept. l6, I902.

D L E m m. AA on E LO Q m 9, 0 7 0 N (Application filed May 26, 1902.

2 Sheets-Sheet 2.

(No Model.)

UNITED STATES GEORGE L. MANSFIELD, OF CHICAGO,

ILLINOIS, ASSIGNOR OF ONE-HALF TO HENRY F. BALDWIN, OF CHICAGO, ILLINOIS.

DERAILER.

SPECIFICATION forming part of Letters Patent No. 709,101, dated September 16, 1902.

' Application filed May 26, 1902.

T at whom it may concern:

Be it known that I, GEORGE L. MANSFIELD, a citizen of the United States, residing at Chicago, county of Cook, State of Illinois, have invented a certain new and useful Improvement in Derailers; and I declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it pertains to make and use the same, reference being had to the accompanying drawings, which form a part of this specification.

My invention has for its object the production of a combined derailing-rail and scotchblock for use more particularly Where the side track of a railroad enters the main track, to either stop or derail any rolling-stock on the side track that attempts to enter the main track unless the switch is set for the side track.

The invention consists, generally speaking, in a derailing-rail adapted to be swung hori zontally into position above the track-rail and provided with a more or less blunt end to serve as-a scotch-block, the top of the rail being provided with a suitable head and groove to receive the tread and flange of the Wheel and guide them laterally to a vertical plane beyond that of the track-rail, and thus derail the car or other object.

The invention consists particularly in a combination of devices and appliances hereinafter described and claimed.

In the drawings, Figure 1 is a plan view of my device; Fig. 2, an edge elevation of the rod connecting the levers; Fig. 3, an edge elevation of the derailing-rail looking in the direction of arrow 1, Fig. 1; Fig. 4, a section on line d d of Fig. 1; Fig. 5, a section on line 0 I) b of Fig. 1; Fig. 6, a section on line 0 o of Fig. 1; and Fig. 7, a section on line a a, Fig. 1.

In carrying out the invention A represents the track-rail.

B is the derailing'rail, having the more or 43 less inclined end]; and provided on its under side With the shoulder 1), adapted to rest against the track-rail when the derailing-rail is in operative position. The top of the derailing-rail is provided with the portion b adapted to receive the tread of the wheel, and with the groove b adapted to receive the Serial No. 108,935. (No model.)

flange of the wheel. The derailing-rail B is more or less inclined or curved in its length, as shown, so that when the rail is in its operative position above the track-rail and a wheel rides onto it it is guided laterally away from the vertical plane of the track-rail, so that when it rides off from the derailing-rail it is dropped to the ties or road-bed and outside the track-rail. It will be observed from Figs. 5, 6, and 7 that the cross-section of the derail- .ing-rail varies, so that as the wheel approaches the end of the derailing-rail it rides on its flange in the groove b thus keeping the weight of the wheel and its load always over the track-rail. This relieves to a large eX- tent a breaking strain on the derailing-rail.

Pivoted to the derailing-rail at c are levers C, there being one for each end of the derailing-rail. These levers are pivoted at c to suitable plates D, which are preferably, although not necessarily, engaged in any suitable manner to the ties. Connecting the levers C is a rod E, and any suitable connection may be run from this rod to the switchstand or other portion of the switch, so that the operation of the switch will operate to throw the derailing-rail into its operative po' sition above the track-rail or laterally, so that it is clear of the track-rail. Of course instead of connections with the switch the levers might be thrown directly by hand.

It will be observed that the relative position of the parts is such that when the derailingrail is in its operative position a line drawn through the pivots c c of each of the levers C is at an obtuse angle with the track-rail that is, it has not quite reached a right-angle position. The result is that with the shoulder 19 resting against the side of the head of the go track-rail a brace is formed to receive the shock of the wheel striking the end 1; of the derailing-rail. Also on each plate D is provided a stop d, against which the lever may bear.

My improved derailer has many advantages. Its length is such that it does not derail the wheel abruptly, thereby straining the parts of the car. Its length also permits of the more or less inclined end to form a scotch- Io block. Becauseitswingsawayfrom'thetrackrail in a horizontal plane there is at no time an objectionable part projecting into the air; because of the horizontal swing also it can readily be connected up with the switch mechanism so as to be operated thereby, and because of the fact that it is operated by two levers, rather than bei'ngpivoted at a single point, it is less liable to become broken or unintentionally displaced.

What I claim is l. The combination with the track-rail, of a derailing-rail adapted to rest thereon, the latter shaped to engage and guide the wheel, and mechanism engaged to the derailing-rail adapted to move the entire derailing-rail away from the track-rail in substantially a horizontal plane.

2. The combination with the track-rail, of a derailing-rail adapted to rest thereon, the latter shaped to engage and guide the Wheel, and means engaged to each end of the derailing-rail adapted to move the same away from the track-rail in substantially a horizontal plane.

3. The combination with the track-rail, of a derailing-rail adapted to rest thereon, the latter shaped to engage and guide the wheel, and two pivoted levers adapted to swing in substantially a horizontal plane, pivoted to said derailing-rail and adapted to swing the latter away from the track-rail.

4. The combination with the track-rail, of a derailing-rail shaped on its upper side to engage and guide the Wheel, and means for swinging the derailing-rail in substantially a horizontal plane away from the track-rail, said entire derailing-rail shaped so that a portion may rest on the track-rail while another portion bears against the side of the track-rail and forms a stop to limit the movement of the derailing-rail as the latter is swung to its operative position.

5. The combination with the track-rail of a derailing-rail, two pivoted levers pivoted to said derailing-rail for swinging it clear of the track-rail, and a connection between the levers.

6. A derailing-rail shaped to rest on the track-rail and provided on its upper side with a portion to receive the tread of the wheel and a groove to receive the flange of the wheel, said groove being more shallow at one end with respect to the portion that receives the tread, so that the flange of the wheel when it reaches the said end will ride on the bottom of the groove.

7. The combination with the track-rail, of a derailing-rail adapted to rest thereon, the latter shaped to engage and guide the wheel, and means engaged to each end of the derailing-rail adapted to move the same away from the track-rail.

In testimony whereof I sign this specification in the presence of two witnesses.

GEORGE L. MANSFIELD.

Witnesses:

GEo. L. WILKINsoN, CLARA O. CUNNINGHAM. 

